A major driving force in previous months has somewhat subsided this month but we still take a look at how Natural Rubber prices are trending. After May of 2011 we have seen steady declines in pricing of the resource however this does not mean tire makers will be jumping to lower their many price hikes. As a result of the decline in price, global production will be lower next year from the ANRPC countries at 3.6% compared to this year at 5.6%. This decline in production however will be met with an increase in consumption at 3.1% compared to this year at 1.1%. A situation like this will keep all consumers of Natural Rubber guessing as they did this year.

A new and major driving force takes the spotlight this month…

As noted last month, Mining Truck shipments (90t-360t) are beginning to cast an ominous cloud over global OTR pricing and availability. As new mines come on-line and older mines adopt the current “bigger is better” mentality we are seeing a significant strain placed upon large OTR availability – haul truck and loader included.

Compared against Q2 2010 numbers we have seen a 76% increase in truck shipments in the Q2 of 2011. We see another significant increase in the 3rd Quarter comparisons with a 62% increase from 2010 to 2011. As the trend indicates there is currently only one way to go, and that is up.

During the previous shortage the key sizes that were affected most were the 57” and 63” tires sizes. This pattern is beginning to repeat itself with significantly less availability in both sizes than was seen even in the previous month. Verifiable units have entered a critical stage of availability and this has driven spot market prices to a premium. Tires with or without serials are now fetching the same prices whereas previous months there was at least some discrepancy between the two categories. Looking at the first fitment figures for new trucks shipped we can see why added demand combined with fewer available (verifiable) units is the driving force behind these premium prices.

Now is the time to make decisions regarding tires, whether it be for existing fleets or expansions fleets expansions being shipped in the near future. Taking the proper steps and evaluating alternative brands will be what separates those experiencing downtime due to lack of tires and those who don’t. Pro-activity will prove to be priceless.

As a continuation of our “Enemies of a Tyre” series I would like to continue by discussing the effects of heat on an OTR tyre.

During normal operation tyres will generate heat. This is caused by the continual flexing of the tyre as it rotates. The more the tyre flexes the more heat it will generate. The more the tyre is forced outside its designed shape greater the fatigue is applied to the casing.

The factors directly contributing to the amount of heat generated through tyre flex are:

- Load
- Speed
- Distance
- Inflation Pressure
- Tyre Construction
-Rubber Compound
- Ambient Temperature

The hotter a tyre runs the less efficient it becomes and the more susceptible it is to damage. When a tyre runs hot:

- The wear rate increases
- It is less resistant to cutting
-  It increases the rate of casing fatigue
- It increases the chance of heat separation
- It increases the chance of cut separation
- It increases the chance of tyre burst
- The greater rate of repair failure

Haul road and pit design can affect the load on a tire

- Load transfer from cornering and road profiles make the tire work harder.
- Distances covered and average speed is determined by mine planning of waste and ore storage area locations.
-  Haul ramp profiles and corner super elevation all contribute to load transfer

Heat Generation

Flex is the generator of heat in tires and the other contributing factors affecting the rate of heat generation in the construction of a tire are:

Tire construction

- The crossing of the casing cords in bias ply tires work against each other creating more heat compared to a radial configuration.

Rubber Compound

- Various rubber compounds used in tires have differing heat resistant qualities.

Casing Mass

-  The larger the rubber mass the less able the heat can dissipate from the rubber. Areas effecting this would be TRA code and tread pattern.

REMEMBER

‘ The amount of work or flex or heat generated in a tyre will increase the risk of damage to a tyre. Heat damage is not necessarily instantaneous. Tyres suffering heat damage previously may appear to fail for no apparent reason later in their life.

Comments or Questions?

Earthmover wheels and rims are unique in the fact that they are essentially part of a pressure vessel which is being continuously assembled and disassembled. In addition they are subjected to various conditions, extreme loads, chemical reactions, stress and shock through movement.

The failure of rims, wheels and their components has occurred in a variety of areas, for a variety of reasons in a variety of ways. It would be fair to say that most if not all failures may have been prevented if a diligent management system with the relevant procedures were put into place.

Historically the personnel given the responsibility to inspect, assemble and maintain all rims on site has been the resident tyre fitter. Until recently this was a general visual inspection only and was accepted as adequate practice in the industry.

Reasons for damage and failure in an OTR Tire Rim or Wheel Components

• Fatigue - The time the earthmover wheel or rim component has been in service is the main factor of fatigue but this can be accelerated by overloading and poor fitting practices. Rims fatigue faster than wheels due to their mounting design
• Corrosion and Erosion – The strength of wheel and rim components are compromised by rust and wearing of contact surfaces.
• Incompatible components – The variety of designs make possible the occurrence of non compatible parts being fitted together. A visual inspection cannot be relied upon to ensure compatibility and with the recent introduction of newly developed designs into the market place the need for component identification is essential.
• Poor Maintenance Practices – Incorrect storage of parts, handling damage, not cleaning parts, use of non genuine parts and the reuse of damaged components can contribute to wheel and rim deterioration.
• Incorrect Application – Continuous improvement of design due to changing demands on the equipment and industry demands has given a wider choice to the end user. Standard components may be installed where a reinforced or improved design item should have been applied.
• Poor Management Practices – Insufficient procedures and systems to ensure best practice for fitment, inspection, repair and tracking of rims, wheels and components.

All of the above points can be effectively managed to reduce the occurrence of damage and increase the life of otr tyre wheels, rims and components. Each application requires an evaluation to implement a management system to return best cost per hour return.

Gus Lily – Enemies of a Tire Series

With the huge attention that global commodity prices are attracting we can not turn our heads at the newest addition to the family… OTR Tires. Although not officially defined as such, OTR Tires now display the aggressive characteristics of rapid growth commodities.  As global demand continues to rise behind China and India’s massive appetite, tire prices are racing through the roof.

Also consider the Natural Rubber shortage and its recent setback with severe flooding in Thailand – the world’s largest producer and exporter of what can now be considered “black gold”.  With almost 50,000-Tonnes delayed in shipment and 1/10 of March’s production  (20,000-Tonnes) lost in the floods, we now find ourselves entering rubber production’s “wintering” period with a high level of unknowingness.  One thing we do know is that rubber prices will be expected to skyrocket driving tire prices even higher.

Our global community also experienced the devastation of the Earthquake/Tsunami in Japan.  Our thoughts go out to those lives effected by this horrific natural disaster.  Major tire manufacturers Bridgestone, Yokohama, and Toyo have since been battling inconsistent power supplies making running at full capacity a general production nightmare.  As the situation worsens with the current nuclear problem many are starting to question how long it will take for these manufacturers to get back to “normal” production and supply of tires.  This slow-down in supply will certainly continue to tighten a market already in desperate need.

As supplies continue to dwindle we have been introduced to the “no serial number” scenario.  Quite common during the last shortage, many tires were sold without serial numbers.  Up until the end of January most tires sold on the open-market were offered with serial numbers although that no longer remains the case.  Based on our evaluation about 70% of tires now offered are without serial numbers and this figure will continue to grow at a rapid pace right along with pricing.

Needless to say the market continues to shift on a daily basis.  We encourage all end-users to take a hard look into the future to avoid being stuck without tires when it matters most.  Those mines that make decisions NOW will be those in the best position to continue to capitalize on high commodity prices into the future.

As a result of the major brands reaching manufacturing capacity, end-user options (those end users that do not have contracts for their full supply needs) have become limited to sourcing tires from the “Open Market”, seeking second and third tier manufacturers or utilizing used or retreaded tires; and the difficulty is that in many cases, all of these options will likely be needed to help mines achieve a successful and sustainable outcome for their tire supply needs.

Following are some marketing indicators we have been tracking which point to a growing problem:

1. Movement of spot (secondary source) OTR tire prices in the past year have shown a 50% increase since the beginning of the year.
2. Natural rubber pricing is doubled in price this year and supply of these raw materials has hit a significant shortage.
3. All the major manufacturters have announced recent tire price increases.
4. 100 to 400 ton Haul Trucks have been shipping at capacity levels during the last 12 months and the major equipment companies are backlogged with orders in these sizes.
5. Mine expansions and mine reopening announcments are occuring on a regular basis.

At the moment we are urging the mining companies we work with to begin taking action before the situation worsens which includes shoring up current allocation contracts and reviewing alternative supply options.

The main reason for irregular wear in dual wheel assemblies is missmatched tyres.

Definition’s of mismatched tyres being;

1. Tyres of different construction.

2. Tyres of different brand.

3. Tyres of different circumference.

4. Uneven tyre pressures across the dual pair.

Should any of the above be present in a dual wheel assembly the result will be a difference in the circumference between the dual pair. As dual wheel assemblies are designed to work as  one wheel (i.e. both wheels fixed together), it is essential that both wheels have the same circumference.

In the event of a mismatched dual pair, the smaller tyre will show irregular wear before the larger tyre. Thus the  smaller tyre will wear out faster than the larger.

To further explain this situation, the distance traveled with one revolution is dictated by the circumference of the tyre, (Remember the dual assembly is working as  one wheel fixed together) therefore the distance traveled must be dictated by the  larger wheel.

As it is physically impossible for the smaller wheel to travel the same distance as the larger wheel by its circumference, and being fixed to the larger wheel, the smaller wheel is forced to catch up to the larger by way of scuffing along the road, therefore it will show signs of irregular wear before the larger tyre.

Irregular wear of this nature normally shows as a heel and toe effect in the tread blocks of the tyre.

The larger tyre may also be affected by way of over loading in given situations.

In the case of severe mismatched tyres the larger may in fact fail before the smaller tyre will show sign of irregular wear.

In its simplest form the product is a non-fibrous liquid that is added to the air chamber and acts as a “Rust Eliminator and Lube”, that when used, impacts tire and rim maintenance on several different levels.
KTB’s primary focus is to act as a rust inhibitor that prevents rust from building up on any part of the rim by forming a protective coating for the steel. KTB can also be used on rims with rust build-up and over time will clean the existing rust formation by simply washing it away during operation. With the use of the Rust Eliminator and Lube end-users can eliminate the added cost and downtime of constant rim clean up and re-painting as well as having to replace a rim in its entirety.
Very popularly used as a preventative maintenance method, KTB RE&L is well known for reducing tire failures through improved air retention by acting as a sealant for vent/rim leaks, pinholes, and liner cracking. This quick sealing action combats against under inflation and allows for the units to remain in operation avoiding unnecessary downtime.
KTB also plays a very important role in maintaining a consistent running temperature in your OTR tires. The fluid is formulated in a way that it holds an absorbent heat function and acts as an agent for heat transfer to cooler areas of the tire.
In addition to the abovementioned functions, KTB RE&L also allows for an increased “ease of use” around the tire yard. When using the product it also acts as an excellent lubricant that makes mounting and dismounting tires a far faster and safer process, which in turn reduces the downtime and labor costs significantly. While mounting tires, KTB RE&L helps the O-Ring sit and seal properly avoiding any air leakage and potential loss of air pressure in operation.
As safety remains one of the highest priorities to Mining companies they can be assured that KTB Rust Eliminator and Lube will help increase operational safety for your tire handlers and OTR maintenance crew while performing maintenance procedures on both tires and rims.
KTB Rust Eliminator and Lube can be customized to fit every operating condition out there. It is important to have an understanding of how a product like this reacts in certain conditions. KTB Rust Eliminator and Lube is offered in:
Ultra High Performance Blend – For use in extreme heat or extreme cold to combat freezing or evaporation/boiling
High Performance Blend – For use in above average heat or cold
Standard Blend – For use where ambient temperatures remain consistently mild (if either heat or cold are not an issue in operation
BENEFITS OF USE
-Tires run cooler to extend tread life by reducing heat build-up
-Increases casing life – providing increased re-treadability and longer lasting re-treads
-Maintains air pressure – keeps bead area pliable and helps stop dry rot
-Eliminates rust on rims
-Helps detect valve and tire damage and rim cracks
-Lubricates for perfect seat when remounting tires and quick tire removal
-Tire changer friendly – repairing tire made easier
-Recap shop friendly – cleans out in seconds with a wet vac
-Will NOT block valve stem
-Does NOT freeze
-Protects very expensive tire/equipment investments
-CUSTOMIZABLE PRODUCT TO SUIT THE NEEDS OF YOUR OPERATING CONDITIONS
-US EPA APPROVED – DESIGNED FOR THE ENVIRONMENT
QUICK ANALYSIS OF ALTERNATE METHODS
There is an array of products that are similar to KTB Rust Eliminator and Lube available to the larger mining industry. It must be strongly noted that KTB Rust Eliminator and Lube is the ONLY product within its peer group that possesses the approval of the United States Environmental Protection Agency as well as the ”Designed for the Environment” label which indicates the product is actually safe for the environment (see environmental section).
While many MSDS reports may look similiar when put in comparison, it is the environmental certification of KTB’s product that puts it above the competition. There are reasons why KTB is the only of its kind to be approved, and many of those reasons stem from competitors not exercising full environmental stewardship (see environmental section for technical explanation).
Gaining the EPA approval has forced KTB Products Corporation to sacrifice certain financial gains (investment into specific classes of raw materials),but, KTB has made the investment to ensure its product will NOT contaminate land, water, wildlife, surrounding environment, or humans coming into contact with it.

Dipetane is different from any other fuel product you have been searching for to get your engine driving you farther and running cleaner. Dipetane reduces your fuel costs by improving fuel economy from 10% to 15%. Dipetane releases more energy from your fuel, resulting in more power and better mileage. It also burns the carbons that would normally cause carbon deposit build-up, therefore extending both your oil and engine life.
Proven in over 100 million miles of service, Dipetane improves fuel economy, reduces emissions, extends oil life and reduces engine wear.

At the heart of Dipetane’s ability to increase fuel economy 10% to 15% is its more efficient and complete fuel burn. The result is increased energy release and a longer, more powerful expansion in the combustion chamber.

In the combustion process, most of the fuel is burned. Any unburned residual needs to be exhausted or “washed out”, which is presently accomplished with detergents, or in the case of severe clogging, through the use of injector cleaners. However, these solutions are miles behind the effectiveness of Dipetane.

Dipetane takes a unique approach. When mixed into gasoline, diesels and heavier fuel oils, Dipetane actually causes much more of the fuel to be burned. By burning more fuel, more energy is released therefore reducing the amount of fuel required to perform the same amount of work. In addition, fewer emissions are left un-combusted and fewer contaminants work their way into the oil.

Dipetane burns so much of the fuel that instead of adding carbon deposits (primarily unburned asphaltine molecules) to the surfaces of the combustion chamber, deposits are radically reduced. The combustion process is comprised of severe changes in heat and pressure. These changes actually buffet the existing carbon deposits and as they lose adhesion, they are gradually eroded away. Absent of the deposits, more oxygen is freed up for the combustion process and heat is reduced. At this stage, not only is your engine is cleaner, you’re traveling farther and extending the life of your vehicle. The removal of Combustion Chamber Deposits (CCD’s) makes Dipetane different from many other products.
After the combustion chamber is cleaned up, increased power and more efficient use of fuel reduces the amount of fuel required to perform the same amount of work. The incredible result is better fuel economy!

Dipetane is going to save you money – big money.

Dipetane treated fuel is the best fuel your engines can burn. We’ve spent a considerable amount of time testing other products. If there was something better, we would be telling you about it.

In fuel savings alone, Dipetane will save you more than 2-3 times its cost! Add to that reduced engine wear, longer lasting oil and filters and the cost savings expand even more.

Visualize this: 1 in 10 of your vehicles fueling for free.
No black diesel smoke
Longer lasting equipment

Proven Performance
Over 100 million miles of usage has proven Dipetane to be safe and effective.

Effective
We tested over 1,000 products and found that Dipetane proved to be the best. It could not be beaten. As a matter of fact, Dipetane is the only fuel product that met all of our performance and safety requirements.

Removes CCD’s
Combustion Chamber Deposits (CCD’s) absorb oxygen, increase combustion temperatures and comprise the wear particles that scuff cylinder sleeves. Free up that oxygen and the chamber burns fuel like new. Remove the wear particle and the engine lasts longer.

Safe
Dipetane is non hazardous and non corrosive. Dipetane is safe in all recommended applications

Meets All Fuel Specifications
Because Dipetane only contains approved fuel components, Dipetane-treated fuel meets all manufacturer and regulatory fuel specifications.

Eliminates Diesel Smoking
Normally, visible diesel smoke is caused by partially clogged fuel injectors that drip fuel into the chamber instead of atomizing it. The dripped fuel doesn’t burn well resulting in black smoke. With Dipetane’s ability to keep your engine running clean, you’ll never have to worry about clogged fuel injectors!

No one is expecting a downturn in demand for mined products, so industry experts expect the chronic shortage will continue. Yoichi Nagamatsu, senior manager for Bridgestone’s off-road tires operations in Europe, acknowledged that tiremakers were caught with excess capacity when mining activity dropped at the beginning of this decade. “But today, the mining business is booming. Even with a 40% capacity increase, we think it’s still not enough.”

Interesting to note that since the start of the shortage in 2004/2005 predictions for the end of the supply imbalance have stayed steadily 2 to 3 years in front us. Maury Taylor recently predicted in his keynote address at the OTR Tire conference in Hawaii that by mid-2009 Titan’s new capacity would effectively end the shortage. I can still hear the echo of the cheers coming from the mining community after Mr. Taylor’s motivational address.

Hope springs eternal….

ref: www.marketwatch.com

As dual wheel assemblies are designed to work essentially as ONE wheel there are several factors service people must take into consideration when servicing them;
1. Tyres fitted to wheels must be of the same construction. i.e. Bias vs. Radial
2. Tyres must be of the same brand & type. i.e. Bridgestone VMT vs. Bridgestone VMT.
3. Tyre size must be the same.
4. Tyre pressures must be the same.
5. Tyres must be at the same rate of wear. We can allow a 15% difference in remaining tread depth.
6. Contact faces on the Knave plate and or wedges must be free of rust dirt or foreign objects.
7. Contact faces on the Hub must be free of rust dirt or foreign objects.
8. Wheel off sets must be within manufactures specification.
9. Hub centered and stud centered wheel rims should not be interchanged.
10. Re torque all wheel nuts of a Dual Wheel Assembly after a short run in period.

Should the above not be adhered to it may result in premature failure of the wheel assembly.

The golden rule for Dual Wheel Assemblies is. For the assembly to work as ONE wheel the tyres must be of the same diameter. Should this not be the case one or more of the following may result:

1. The larger tyre will carry more load and may result in premature failure due to
heat build up and over loading.
2. The smaller tyre will wear at a rate faster than that of the larger tyre.
3. In severe cases of mis-matched diameters (see attached picture) failure of the Knave Plate may result due to increased load and stress placed on the wheel.
4. In severe cases, failure of the wheel ends and planetary sets may result due to improper load and stresses.

With regard to the wheel rims cleanliness is the key. Dirt, rust or foreign objects in and around the mounting faces of the Knave Plate and or wedges may result in a loose wheel.